Cooling system for vehicle motor drive

ABSTRACT

A cooling system simultaneously cools both a power module and a vehicle motor. A vehicle motor housing is provided in thermal communication with a plurality of manifolds. Each manifold defines a cooling fluid inlet, a cooling fluid outlet, and a distribution recess providing fluid communication. The distribution recess may be defined by a wall having an exterior major surface in thermal communication with the vehicle motor. A manifold fluid insert may be disposed within the distribution recess, defining a plurality of inlet branch channels and outlet branch channels. A power module may be coupled to the manifold and a heat sink feature. A flow of coolant fluid is provided from each cooling fluid inlet, through the inlet branch channels of the manifold fluid insert for impingement with the heat sink feature, returning through the outlet branch channels and to the cooling fluid outlet of the respective manifold.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority to and is a divisional application ofU.S. patent application Ser. No. 15/836,016, filed Dec. 8, 2017, nowU.S. Pat. No. 10,700,571, the entire contents of which are incorporatedherein in their entirety.

TECHNICAL FIELD

The present disclosure generally relates to cooling systems and, moreparticularly, to a power electronics cooling system for the simultaneouscooling of both a vehicle motor and a power module.

BACKGROUND

The background description provided herein is for the purpose ofgenerally presenting the context of the disclosure. Work of thepresently named inventors, to the extent it may be described in thisbackground section, as well as aspects of the description that may nototherwise qualify as prior art at the time of filing, are neitherexpressly nor impliedly admitted as prior art against the presenttechnology.

Many components of electric and hybrid vehicles, such as powerelectronic devices and the vehicle motor, may require cooling duringoperation. Heat management devices have been used, coupled to a heatgeneration device, such as a power electronics device, to remove heatand lower the operating temperature of the power electronics device. Forexample, a cooling fluid may be introduced to the heat managementdevice, where it receives heat from the heat management device,primarily through convective and/or conductive heat transfer. Thecooling fluid is then removed from the heat management device, therebyremoving heat from the power electronics device. However, since thethermal demands of a power electronics device and a vehicle motor mayvary due to heat flux differences, a unified cooling system thatefficiently accommodates both power electronics devices, as well as avehicle motor, is complicated.

Various cooling processes have been proposed and attempted. However,certain attempts have been met with varying degrees of limited success,either in the effectiveness in the removal of heat and/or in the complexand costly design of the cooling system. Accordingly, there remains aneed for an improved way of cooling components of electric vehicles.

SUMMARY

This section provides a general summary of the disclosure, and is not acomprehensive disclosure of its full scope or all of its features.

In various aspects, the present teachings provide a cooling system forsimultaneously cooling both a power module and a vehicle motor. Thecooling system includes a vehicle motor housing and a plurality ofmanifolds in thermal communication with the vehicle motor housing. Eachmanifold defines a cooling fluid inlet, a cooling fluid outlet, and adistribution recess providing fluid communication between the coolingfluid inlet and the cooling fluid outlet. The distribution recess may bedefined by a wall having an exterior major surface in thermalcommunication with the vehicle motor. A manifold fluid insert may bedisposed within the distribution recess, defining a plurality of inletbranch channels and outlet branch channels. A power module may becoupled to the manifold, and a first heat sink feature disposed betweenthe power module and the manifold fluid insert. A flow of coolant fluidis provided from each cooling fluid inlet, through the inlet branchchannels of the manifold fluid insert for impingement with the firstheat sink feature. The coolant fluid is then returned through the outletbranch channels of the manifold fluid insert and to the cooling fluidoutlet of the respective manifold.

In other aspects, the present teachings provide a cooling systemincluding a plurality of layered assemblies for simultaneously coolingboth a power module and a vehicle motor. Each layered assembly mayinclude a first layer defining upper and lower opposing major surfaces.The upper major surface of the first layer includes a heat sink featurein thermal communication with one of the power module and the vehiclemotor. A second layer is provided defining upper and lower opposingmajor surfaces. The upper major surface of the second layer is locatedadjacent to the lower major surface of the first layer. A third layer isprovided defining upper and lower opposing major surfaces. The uppermajor surface of the third layer is located adjacent to the lower majorsurface of the second layer, and the lower major surface of the thirdlayer is in thermal communication with the other of the power module andthe vehicle motor. The first layer, the second layer, and the thirdlayer are positioned in a stacked arrangement and configured to providea flow of coolant fluid from a fluid inlet, defined in the third layer,through an inner region of the second layer, and to the heat sinkfeature disposed in the first layer. The coolant fluid is then directedback through an outer region of the second layer and to a fluid outletdefined in the third layer.

In still other aspects, the present teachings provide a modular coolingsystem for simultaneously cooling both a power module and a vehiclemotor. The modular cooling system may include a plurality of coolingassemblies. Each cooling assembly may include a first cooling structuredefining at least one major surface in thermal communication with thevehicle motor. A second cooling structure may be provided, defining atleast one major surface in thermal communication with a power module. Aninterlayer structure may be provided, configured to couple the firstcooling structure to the second cooling structure. The first coolingstructure, the second cooling structure, and the interlayer structuremay be positioned in a stacked arrangement and configured to provide aflow of coolant fluid from a fluid inlet defined in first coolingstructure, through the interlayer structure, and to at least one heatsink feature of the second cooling structure. The coolant fluid is thendirected through a fluid outlet defined in the second cooling structure.

Further areas of applicability and various methods of enhancing theabove technology will become apparent from the description providedherein. The description and specific examples in this summary areintended for purposes of illustration only and are not intended to limitthe scope of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present teachings will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1A is an isometric view of an exemplary vehicle motor and vehiclemotor housing having a cooling system with a plurality of assemblies forsimultaneously cooling both power modules and the vehicle motor;

FIG. 1B is an isometric view of the vehicle motor housing and coolingsystem of FIG. 1A;

FIG. 1C is an exploded, isometric view of the vehicle motor housing andcooling system of FIG. 1B illustrating a plurality of manifolds andconduits integrally formed as part of the vehicle motor housing;

FIG. 2 is a side plan view of the vehicle motor housing of FIG. 1Bhaving the plurality of integral manifolds and conduits;

FIG. 3 is an isometric, partial cross-sectional view of the vehiclemotor housing of FIG. 2 taken along the line 3-3;

FIG. 4 is a side plan view of another exemplary vehicle motor housinghaving a plurality of modular manifold units disposed adjacent thevehicle motor housing;

FIG. 5A is an isometric view of an exemplary assembly with a modularmanifold unit according to a first aspect;

FIG. 5B illustrates the assembly with the modular manifold unit of FIG.5A having a plurality of power modules thermally coupled thereto;

FIG. 5C is an exploded, isometric view of the assembly with the modularmanifold unit of FIG. 5B;

FIG. 6A is a top plan view of the exemplary assembly with the modularmanifold unit of FIGS. 5A-5C illustrating a plurality of manifold fluidinserts located in a respective plurality of distribution recesses;

FIG. 6B is an isometric, partial cross-sectional view of the modularmanifold unit of FIG. 6A illustrating further details of a cooling fluidinlet conduit;

FIG. 7A is a side perspective view of an exemplary heat sink plate witha plurality of aligned fins as a heat sink feature;

FIG. 7B is a side plan view of the exemplary heat sink plate and heatsink feature of FIG. 7A;

FIG. 8A is an isometric view of an exemplary manifold fluid insert withinlet and outlet branch channels disposed adjacent a heat sink featureand a heat sink plate according to a first aspect;

FIG. 8B is an isometric view of an exemplary manifold fluid insert withtapered inlet branch channels disposed adjacent a heat sink feature anda heat sink plate according to a second aspect;

FIG. 9A is a bottom plan view of the manifold fluid insert according toone aspect;

FIG. 9B is an isometric view showing the bottom of the manifold fluidinsert of FIG. 9A;

FIG. 9C is a side perspective view showing the outlet branch channels ofthe manifold fluid insert of FIG. 9A;

FIG. 9D is a top plan view of an exemplary manifold fluid insert of FIG.9A;

FIG. 9E is an isometric view showing the top of the manifold fluidinsert of FIG. 9A;

FIG. 10 is a partially exploded, isometric view of an exemplary assemblywith a modular manifold unit according to a second aspect;

FIG. 11 is a side plan view of the exploded view of the assembly withthe modular manifold unit of FIG. 10;

FIG. 12 is a side plan view of an exemplary power module with anintegrated heat sink feature;

FIG. 13 is a side plan view of another exemplary vehicle motor housinghaving a modular cooling system with a plurality of layered assembliesdisposed adjacent the vehicle motor housing;

FIG. 14 is an isometric view of an exemplary layered cooling assembly asshown in FIG. 13;

FIG. 15 is an exploded, isometric view of the layered cooling assemblyof FIG. 14;

FIG. 16 is a top plan view of a first layer of the layered coolingassembly of FIG. 14;

FIG. 17 is a top plan view of a second layer of the layered coolingassembly of FIG. 14;

FIG. 18 is a top plan view of a third layer of the layered coolingassembly of FIG. 14;

FIG. 19 is a side plan view of another exemplary vehicle motor housinghaving a modular cooling system with a plurality of cooling assembliesdisposed adjacent the vehicle motor housing; and

FIG. 20 is an exploded, isometric view of an exemplary cooling assemblyof FIG. 19.

It should be noted that the figures set forth herein are intended toexemplify the general characteristics of the methods and devices amongthose of the present technology, for the purpose of the description ofcertain aspects. These figures may not precisely reflect thecharacteristics of any given aspect, and are not necessarily intended todefine or limit specific embodiments within the scope of thistechnology. Further, certain aspects may incorporate features from acombination of figures.

DETAILED DESCRIPTION

The present technology provides systems and methods for powerelectronics cooling that are configured to simultaneously cool both apower module and a vehicle motor (e.g., the stator of the vehiclemotor). In various aspects, this technology may be directed to a vehiclemotor for an electric or hybrid vehicle. The beneficial unified coolingof two or more heat generating devices can be accomplished by providingcooling assemblies disposed adjacent a vehicle motor housing, in thermalcommunication with the vehicle motor on one side, and in thermalcommunication with a power module on an opposite side. The coolingassemblies may direct a flow of a coolant fluid to concurrently removeheat from the two or more heat generating devices. In certain aspects,the cooling assemblies may be integrated with the vehicle motor itself,in one example, integrated with the vehicle motor housing adjacent thestator. In other aspects, the technology provides for a plurality ofmodular cooling assemblies that may be coupled to the vehicle motor and,in particular, coupled to the vehicle motor housing.

For simplicity, the heat generating devices useful with the presenttechnology, other than the vehicle motor (stator), are generallyreferred to herein as power modules. Power modules may include, but arenot limited to, inverters and capacitors, electronics devices such assemiconductor devices, insulated gate bipolar transistors (IGBT),metal-oxide-semiconductor field effect transistors (MOSFET), powerdiodes, power bipolar transistors, power thyristor devices, and thelike. The power module may be a component in an inverter and/orconverter circuit used to electrically power high load devices, such aselectric motors in electrified vehicles (e.g., hybrid vehicles, plug inhybrid electric vehicles, plug in electric vehicles, and the like).

For a general understanding of the environment of the presenttechnology, FIG. 1A provides an isometric view of an exemplary assembly50 including a vehicle motor 52 and vehicle motor housing 54 having acooling system with a plurality of cooling assemblies 56 forsimultaneously cooling both a plurality of power modules 58 and thevehicle motor 52. Generally, the vehicle motor 52 may include variousstandard components, such as a shaft 60, rotor 62, stator 64, andvehicle motor housing (stator housing) 54. It should be understood thatthe various internal details of vehicle motor 52 are not shown forsimplicity. In various aspects, the power modules 58 may ultimately becoupled to vehicle motor housing 54, such that rotation of the shaft 60and rotor 62 do not rotate the power modules 58.

FIG. 1B is an isometric view of the vehicle motor housing 54 and coolingsystem of FIG. 1A without the internal components of the vehicle motor52. FIG. 1C is an exploded, isometric view of the vehicle motor housing54 and cooling system of FIG. 1B, further illustrating the coolingassemblies 56 including a plurality of integral manifolds 66, coolingfluid inlets 68, and cooling fluid outlets 70 integrally formed as partof the vehicle motor housing 54. FIG. 2 is a side plan view of thevehicle motor housing 54 of FIG. 1B having the plurality of integralmanifolds 66 and cooling fluid inlets 68 and outlets 70. FIG. 3 is anisometric, partial cross-sectional view the vehicle motor housing 54 ofFIG. 2 taken along the line 3-3. In certain aspects, as specificallyshown in FIG. 3, it may be desirable for the cooling fluid inlets 68 tobe provided on a first side 72 of the vehicle motor housing 54, and thecooling fluid outlets 70 to be provided on a second side 74 of thevehicle motor housing 54, opposite from the first side 72. It should beunderstood that in other aspects, the arrangement may be the opposite,and in still other aspects, the cooling fluid inlets 68 and outlets 70may be provided on the same side of the vehicle motor housing 54. Whilethe vehicle motor housing 54 is shown to have an exterior perimeter 76generally shaped as an octagon with eight sides having coolingassemblies 56, and a substantially circular interior perimeter 78 thatwould be in thermal contact with the stator 64, other shapes may befeasible or preferred.

The coolant fluid may be any appropriate liquid, such as deionized wateror radiator fluid, and may be stored in an appropriate cooling fluidreservoir (not shown). Other non-limiting, exemplary coolant fluidsinclude water, organic solvents, inorganic solvents, and mixturesthereof. Examples of such solvents may include commercial refrigerantssuch as R-134a, R717, and R744. Selection of the composition of thecoolant fluid used in association with various power modules and vehiclemotor types may be selected based on, among other properties, theboiling point, the density, and the viscosity of the coolant fluid. Invarious examples, the coolant fluid may be directed in a jet in one ormore localized regions at a high velocity such that the coolant fluidimpinges a surface of the heat sink feature and/or heat sink platethermally coupled to at least one heat generating device.

FIG. 4 is a side plan view of another exemplary vehicle motor housing 54having a plurality of modular manifold units 80 configured to serve ascooling assemblies disposed adjacent the exterior perimiter 76 of thevehicle motor housing 54. FIG. 5A is an isometric view of an exemplaryassembly with modular manifold unit 80 according to a first aspect thatincludes a parallel aligned grouping 82 of three modular jet impingementregions 84, 86, 88. The modular manifold unit 80 has an inlet side 90with an inlet conduit 92 providing fluid communication in the directionof the inlet coolant fluid flow path (indicated by directional arrow) 93between the coolant fluid inlet 68 and each of the three modular jetimpingement regions 84, 86, 88 via respective inlet connection tubes 94.The modular manifold unit 80 also has an outlet side 96 with an outletconduit 98 providing fluid communication between the three modular jetimpingement regions 84, 86, 88 via respective outlet connection tubes100 (as best shown in FIG. 6A) to the cooling fluid outlet 70 in thedirection of the outlet coolant fluid flow path (indicated bydirectional arrow) 97. The modular manifold unit 80 defines a firstmajor surface 102 and a second, opposing major surface 104. A pluralityof heat transfer or heat sink plates 106 may be provided substantiallyflush with the first major surface 102. Each major surface 102, 104 maybe aligned in thermal coupling communication with a heat generatingdevice, such as a power module 58 or the vehicle motor 52.

FIG. 5B illustrates the assembly with the modular manifold unit 80 ofFIG. 5A with a plurality of power modules 58 thermally coupled thereto,and FIG. 5C is an exploded, isometric view of the assembly with themodular manifold unit 80 of FIG. 5B. As shown in FIG. 5C, each modularjet impingement region 84, 86, 88 defines a distribution recess 108 atleast partially defined by a bottom wall 110 and an upstanding perimeterwall 112. In various aspects, the opposing major side of the bottom wall110 also defines the exterior major surface 104 that may be in thermalcoupling communication with a heat generating device. A manifold fluidinsert 114 is disposed within each distribution recess 108. As will bediscussed in more detail below, each manifold fluid insert 114 maydefine a plurality of inlet branch channels 116 and outlet branchchannels 118.

FIG. 6A is a top plan view of the exemplary modular manifold unit 80 ofFIGS. 5A-5C illustrating the plurality of manifold fluid inserts 114located in a respective plurality of distribution recesses 108 to bettershow the coolant fluid flow path as indicated by the various directionalarrows. FIG. 6B is an isometric, partial cross-sectional view of themodular manifold unit 80 of FIG. 6A illustrating further details of acooling fluid inlet conduit 92 and inlet connection tubes 94.

FIG. 7A is a side perspective view of an exemplary heat sink plate 106,rotated 180 degrees from that shown in FIGS. 5A-5C and illustrating aheat sink feature including a plurality of aligned fins 107. FIG. 7B isa side plan view of the exemplary heat sink plate 106 and plurality ofaligned fins 107 as shown in FIG. 7A. It should be understood thatvarious different heat sink features may be used with the presenttechnology, such as a plurality of pins, microchannel arrays, or thelike, arranged in a suitable manner or alignment, so as to dissipateheat using a jet impingement process with the cooling fluid.

FIGS. 8A-8B illustrate isometric views of exemplary manifold fluidinserts 114 with one or more inlet branch channels 116 and one or moreoutlet branch channels 118, with the manifold fluid inserts 114 beingdisposed adjacent a heat sink feature and a heat sink plate 106according to a first and second aspect.

As specifically shown, each manifold fluid insert 114 defines threeinlet branch channels 116 and two outlet branch channels 118, with thecoolant path as designated by the directional arrows. The inlet branchchannels 116 are fluidly coupled to the one or more angled inletconnection tubes 94 when the individual manifold fluid insert 114 ispositioned within the distribution recess 108 of the respectiveindividual modular jet impingement region 84, 86, 88, thereby defining aportion of the inlet coolant fluid flow path 93. The one or more outletbranch channels 118 are fluidly coupled to the one or more outletconnection tubes 100 when the individual manifold fluid inserts 114 arepositioned within the respective distribution recesses 108 of theindividual modular jet impingement region 84, 86, 88, thereby defininganother portion of the outlet coolant fluid flow path 97. The one ormore inlet branch channels 116 and the one or more outlet branchchannels 118 may be alternately positioned within the manifold fluidinsert 114 such that each inlet branch channel 116 is positionedadjacent at least one outlet branch channel 118, and each outlet branchchannel 118 is positioned adjacent at least one inlet branch channel116. Further, the manifold fluid inserts 114 may define a channelsurface 120 positioned proximate the bottom wall 110 of the distributionrecess 108 when the manifold fluid insert 114 is disposed within thedistribution recess 108 and a slot surface 122 (FIGS. 9A-9B) positionedproximate the heat sink feature of the heat sink plate 106 when the heatsink plate 106 is coupled to the modular manifold unit 80.

In some aspects, for example the aspect depicted in FIG. 8B, the one ormore of the inlet branch channels 116 define one or more taperedportions 124. For example, a tapered portion 124 may be aligned with theone or more angled inlet connection tubes 94 and may be configured toalter the mass flow rate of coolant fluid traversing the fluid flowpath. Further, in other aspects, one or more of the outlet branchchannels 118 may also comprise one or more tapered portions. It shouldbe understood that the one or more inlet branch channels 116 and the oneor more outlet branch channels 118 may take a variety of configurationsincluding having a variety of slopes, lengths, discontinuous portions,non-linear portions, and the like without departing from the scope ofthe present technology.

FIGS. 9A-9E illustrate various views of an exemplary manifold fluidinsert 114. FIG. 9A is a bottom plan view of the manifold fluid insert114, and FIG. 9B is an isometric view showing the bottom of the manifoldfluid insert 114. FIG. 9C is a side perspective view, further showingthe outlet branch channels 118 of the manifold fluid insert 114. FIG. 9Dis a top plan view of a manifold fluid insert 114 defining a pluralityof impinging slots 126, and FIG. 9E is an isometric view showing the topof the manifold fluid insert 114.

As shown in FIGS. 9D-9E, the manifold fluid inserts 114 further defineone or more impinging slots 126 fluidly coupled to the one or more inletbranch channels 116 and may form a throughput portion of the manifoldfluid insert 114 such that coolant fluid may pass through the impingingslots 126, for example, as jets of coolant fluid. The impinging slots126 may define uniform or non-uniform shapes and cross-sectional areasand may take a variety of sizes and shapes to provide jets of coolantfluid to impinge the heat sink plate 106, and transfer heat from theheat sink plate 106 to the coolant fluid, as described in more detailbelow. In operation, the impinging slots 126 facilitate jet impingementfrom the manifold fluid inserts 114 to the heat sink plates 106.

With continued reference to FIGS. 9A through 9E, the manifold fluidinserts 114 further define one or more collecting slots 128 fluidlycoupled to the one or more outlet branch channels 118 and may formadditional throughput portions of the manifold fluid insert 114 suchthat coolant fluid may pass through the collecting slots 128. Thecollecting slots 128 are in fluid communication with the impinging slots126 such that coolant fluid that exits the manifold fluid insert 114through an individual impinging slot 126 reenters the manifold fluidinsert 114 through an individual collecting slot 128, for example, anadjacent collecting slot 128. The collecting slots 128 may defineuniform or non-uniform shapes and cross-sectional areas, and may take avariety of sizes and shapes to collect coolant fluid after it impingesthe heat sink feature of the heat sink plate 106 and transfer heat fromthe heat sink plate 106.

Referring back to FIG. 5A, the modular manifold unit 80 may include oneor more heat sink plates 106 coupled to the one or more modular jetimpingement regions 84, 86, 88. It should be understood that any numberof modular jet impingement regions 84, 86, 88 and any number of heatsink plates 106 are contemplated. For example, in some embodiments, twoor more heat sink plates 106 may be coupled to an individual modular jetimpingement region 84, 86, 88 and in other embodiments, an individualheat sink plate 106 may be coupled to two or more modular jetimpingement regions 84, 86, 88. The heat sink plates 106 may be madefrom a thermally conductive material, for example and withoutlimitation, copper, aluminum, steel, thermally enhanced compositematerials, polymeric composite materials, graphite, or the like.

Referring back to FIG. 7A, each individual heat sink plate 106 maydefine an impingement surface 105 having the array of fins 107 thatextend towards the slot surface 122 of the manifold fluid insert 114removably positioned within the respective distribution recess 108. Thearray of fins 107 may be proximate to the manifold fluid insert 114, andin some embodiments, the array of fins 107 may contact the slot surface122 of the manifold fluid insert 114. As shown in FIG. 5C, the heat sinkplate 106 may be positioned within a heat sink plate receiving portion130 of the distribution recess 108. The impingement surface 105,including the array of fins 107, extends towards the manifold fluidinsert 114 such that the array of fins 107 are positioned proximate theimpinging slots 126 and the collecting slots 128 of the manifold fluidinsert 114, forming an impingement chamber there between. In anotheraspect, another heat sink feature, such as a heat sink plate 106, withor without a plurality of fins or pins, microchannel array, or the like,may also be positioned within the distribution recess 108 such that theheat sink plate 106 is adjacent the bottom wall 110, ultimately inthermal communication with the vehicle motor 52. In this regard, themanifold fluid insert 114 would be sandwiched between two heat sinkplates 106, and any other heat sink features there between. In yetanother aspect, the bottom wall 110 defining the distribution recess 108may be provided with an interior major surface 132, opposite theexterior major surface 104, that is integrated or coupled with a heatsink feature. In still other aspects, the bottom wall 110 may itself bea heat sink feature or heat sink/transfer plate.

In operation, the array of fins 107 receives coolant fluid from theimpinging slots 126 and the array of fins 107 directs coolant fluidtoward the collecting slots 128. For example, in some embodiments, theimpingement surface 105 may further include one or more grooves that maydirect coolant fluid flow through the impingement chamber. The one ormore grooves may be positioned within the array of fins 107. Forexample, the one or more grooves may run substantially parallel andproximate the impinging slots 126 and the collecting slots 128 of themanifold fluid insert 114 and may direct coolant fluid between impingingslots 126 and collecting slots 128. The heat sink plate 106 may becoupled to the heat sink plate receiving portion 130 through anyappropriate connection, creating a fluid-tight seal between therespective modular jet impingement region 84, 86, 88 and the heat sinkplate 106, forming the respective impingement chamber therebetween.Example connections include, but are not limited to, gaskets andmechanical fasteners, o-rings, soldering, brazing, ultrasonic welding,and the like. As described in more detail below, the one or more arraysof fins 107 can correspond to the locations of the one or more heatgenerating devices, such as power modules, positioned proximate the heatsink plate 106.

Any gaskets used may be made from a variety of materials that provide afluid-tight seal between generally non-compliant bodies. Examples ofsuch materials include, without limitation, natural or syntheticelastomers, compliant polymers such as silicone, and the like. The oneor more gaskets may also be made from an assembly that includescompliant materials and non-compliant materials, such that the one ormore gaskets provide desired sealing characteristics while maintainingtheir geometric configuration. In other embodiments, gaskets are notutilized, such as embodiments where soldering or brazing is used tocouple the heat sink plates 106.

Referring again to FIG. 7A, the one or more arrays of fins 107 increasethe local surface area of the heat sink plate 106, such that coolantfluid delivered to the heat sink plate 106 may efficiently convect heataway from the heat sink plate 106. By increasing the surface area of theheat sink plate 106, the heat transfer rate from the heat sink plate 106to the coolant fluid may be enhanced. In some embodiments, the heat sinkplate 106, including the one or more arrays of fins 107, may have avariety of configurations including being made from uniform, isotropicmaterials, non-isotropic materials, composite materials, or the like. Insome embodiments, the one or more arrays of fins 107 of the heat sinkplate 106 may include a coating, for example, a porous coating, thatincreases the surface area of the one or more arrays of fins 107,thereby increasing heat transfer away from the heat sink plate 106. Insome embodiments, the one or more arrays of fins 107 may be constructedfrom a porous material. Additionally, it should be understood that insome embodiments, the heat sink plates 106 may not be provided with theone or more arrays of fins 106.

FIG. 10 is a partially exploded, isometric view of an exemplary assemblywith a modular manifold unit 80 according to another aspect, where atleast one heat sink feature is integrated directly with, or directlycoupled to, one or more power modules 58 without the use of a separateheat sink plate 106 being located between the power module 58 andmanifold fluid insert 114 as otherwise shown in FIGS. 5B-5C. FIG. 11 isa side plan view of the exploded view of the modular manifold unit 80 ofFIG. 10, and FIG. 12 is a side plan view of an exemplary power module 58with an integrated heat sink feature. As shown, the power module 58 maybe provided with an integrated heat sink feature 134, for example, anarray of fins or pins coupled directly or indirectly to, and in thermalcommunication with, the power module 58. As shown, the integrated heatsink feature 134 may be similar in size and shape to the set of fins 107provided with the heat sink plate 106 as shown in FIGS. 7A-7B, andconfigured to work with the manifold fluid insert 114.

FIG. 13 is a side plan view of another exemplary vehicle motor housing54 having a modular cooling system with a plurality of layered coolingassemblies 150 disposed adjacent the vehicle motor housing 54 forsimultaneously cooling both a power module 58 and a vehicle motor 52.FIG. 14 is an isometric view of an exemplary layered cooling assembly150 as shown in FIG. 13, and FIG. 15 is an exploded, isometric view ofthe layered cooling assembly 150 showing the relationship between threelayers 152, 154, and 156. It should be understood that while the layeredcooling assemblies 150 are shown with a generally rectangular shape,other shapes and designs are well within the scope of the presenttechnology. Similarly, while three layers are specifically shown,alternate designs may use additional or fewer layers, and it is alsoenvisioned that the particular integration of a plurality of layers canalso be accomplished using 3-D printing technology to create a singlelayer having the same features, such as the coolant paths, resultingfrom the assembled layered combination of three different substantiallyplanar structures. The layers 152, 154, 156 may comprise similarthermally conductive materials as those discussed above with respect tothe heat sink plate 106.

FIG. 16 is a top plan view of a first layer 152 of the layered coolingassembly 150, FIG. 17 is a top plan view of a second layer 154 of thelayered cooling assembly 150, and FIG. 18 is a top plan view of a thirdlayer 156 of the layered cooling assembly 150 of FIG. 14.

FIGS. 15 and 16 illustrate details of the first layer 152 defining anupper major surface 158 and a lower opposing major surface 160. Theupper major surface 158 of the first layer 152 includes at least oneheat sink feature 162 that is configured to be in thermal communicationwith either one of a power module 58 (as shown) and the vehicle motor 52(not shown).

FIGS. 15 and 17 illustrate details of the second layer 154 defining anupper major surface 164 and a lower opposing major surface 166, theupper major surface 164 of the second layer 154 being located adjacentto the lower major surface 160 of the first layer 152 in the assembledstate.

FIGS. 15 and 18 illustrate details of the third layer 156 defining anupper major surface 168 and a lower opposing major surface 170, theupper major surface 168 of the third layer 156 being located adjacent tothe lower major surface 166 of the second layer 154, and the lower majorsurface 170 of the third layer 156 being in thermal communication witheither one of the power module 58 and the vehicle motor 52 in theassembled state.

As shown, the bottom layer, or the third layer 156, defines a coolingfluid inlet 172 and a cooling fluid outlet 174. Further details of thecoolant fluid circuit prior to entry in the cooling fluid inlet 172 andafter exiting the cooling fluid outlet 174 are not shown for simplicity,and will depend on whether the third layer 156 is intended to be inthermal communication with the vehicle motor 52 or the power module 58.For ease in understanding, the description that follows will be based ona first aspect where the first layer 152 is in thermal communicationwith a power module 58, and the third layer 156 is in thermalcommunication with a vehicle motor 52. If it is desirable to provide anassembly with the reverse configuration, one of ordinary skill in theart would be able to make the appropriate modifications.

The upper major surface 168 of the third layer 156 defines a recessedfluid channel 176 therein. Coolant fluid passing through the recessedfluid channel 176 will be in thermal communication with the heatgenerating device, such as a vehicle motor, located adjacent the lowermajor surface 170 of the third layer 156. As shown, the shape of therecessed fluid channel 176 may be substantially trapezoidal, beginningwith a larger width outer region 178 near the cooling fluid inlet 172and leading to a smaller or narrower width inner region 180 in adirection towards the center area of the third layer 156. The uppermajor surface 164 of the second layer 154 also defines a recessed fluidchannel 182 therein. Similarly, the shape of the recessed fluid channel182 of the second layer 154 may also be substantially trapezoidal inshape, having a narrower width inner region 184 near a center area ofthe second layer 154, leading to a larger width outer region 186defining a cooling fluid outlet 188, which is in fluid communicationwith the cooling fluid outlet 174 of the third layer 156 in an assembledstate. As best shown in FIG. 15, the inner region 184 of the secondlayer 154 may include a plurality of jet impingement orifices 190fluidly coupled with the recessed fluid channel 176 of the third layer156 and configured to direct jets of coolant fluid to the heat sinkfeature 162 of the first layer 152 that is in thermal communication witha power module 58. In various aspects, the heat sink feature 162 mayinclude a microchannel array, or the like, configured to receive jets ofcoolant fluid and remove heat from an adjacent heat generating device.

In the assembled state, the first layer 152, the second layer 154, andthe third layer 156 are aligned and positioned in a stacked arrangementand are configured to cooperate to provide a flow of coolant fluid froma cooling fluid inlet 172, defined in the third layer 156, through therecessed fluid channel 176 and to an inner first region 184 of thesecond layer 154. The coolant fluid passes through the jet impingementorifices 190 directed to the heat sink feature 162 disposed in the firstlayer 152. The coolant fluid is further directed back to the recessedfluid channel 182 of the second layer 154 and through an outer region186 of the recessed fluid channel 182 of the second layer 154 to thecooling fluid outlets 188, 174 in the respective second and thirdlayers, 154, 156.

FIG. 19 is a side plan view of another exemplary vehicle motor housing54 having a modular cooling system with a plurality of coolingassemblies 200 disposed adjacent the vehicle motor housing 54. FIG. 20is an exploded, isometric view of one of the exemplary coolingassemblies of FIG. 19. In various aspects, the cooling assembly 200 isprovided with a first cooling structure 202 defining at least one majorexterior heat transfer surface 204 in thermal communication with thevehicle motor, via the vehicle motor housing 54. A second coolingstructure 206 is provided, defining at least one major exterior heattransfer surface 208 in thermal communication with a power module 58. Aninterlayer structure 210 is provided, disposed between the first coolingstructure 202 and the second cooling structure 206, and may beoptionally configured to couple the first cooling structure 202 to thesecond cooling structure 206.

In an assembled state, the first cooling structure 202, the secondcooling structure 206, and the interlayer structure 210 are positionedin a stacked arrangement, defining a coolant flow path therein. Forexample, the cooling assembly 200 is configured to provide a flow ofcoolant fluid from a fluid inlet area 212, shown being provided by thefirst cooling structure 202, through the interlayer structure 210, andto at least one heat sink feature 214 of the second cooling structure206. The coolant fluid may further be directed through a fluid outletarea 216, shown being provided by the second cooling structure 206.

As stated with respect to other aspects of the technology, furtherdetails of the coolant fluid circuit prior to entry in the fluid inletarea 212 and after exiting the fluid outlet are 216 are not shown forsimplicity, and will depend on various other design considerations thatone of ordinary skill in the art would be able to make with theappropriate modifications.

As shown in FIG. 20, the heat sink feature 214 of the second coolingstructure 206 may include a plurality of fins, pins, or a microchannelarray, or the like, that is ultimately in thermal communication with thepower module 58 (FIG. 19). In various aspects, the bottom portion 218 ofthe second cooling structure 206 may include an impingement surface 220and serve as a heat sink/transfer plate.

The first cooling structure 202 is in thermal communication with avehicle motor housing 54 of the vehicle motor 52 and, as shown, definesa plurality of channels 222, which ultimately provide a plurality ofapertures defined in a side wall 224 of the first cooling structure 202configured to direct the coolant fluid across the first coolingstructure 202 and ultimately toward the interlayer structure 210. Theshapes and sizes of the channels, apertures, and other conduits may varybased on design considerations.

The interlayer structure 210 may be provided with a plurality of jetimpingement orifices 226 configured to direct jets of coolant fluid tothe heat sink feature 214 of the second cooling structure 206. The heatsink feature 214 may be provided with a suitable geometry to work withthe bottom portion 218 of the second cooling structure 206 to direct thecoolant fluid to the fluid outlet area.

The foregoing description is provided for purposes of illustration anddescription and is in no way intended to limit the disclosure, itsapplication, or uses. It is not intended to be exhaustive or to limitthe disclosure. Individual elements or features of a particularembodiment are generally not limited to that particular embodiment, but,where applicable, are interchangeable and can be used in a selectedembodiment, even if not specifically shown or described. The same mayalso be varied in many ways. Such variations should not be regarded as adeparture from the disclosure, and all such modifications are intendedto be included within the scope of the disclosure.

As used herein, the phrase at least one of A, B, and C should beconstrued to mean a logical (A or B or C), using a non-exclusive logical“or.” It should be understood that the various steps within a method maybe executed in different order without altering the principles of thepresent disclosure. Disclosure of ranges includes disclosure of allranges and subdivided ranges within the entire range, including theendpoints.

The headings (such as “Background” and “Summary”) and sub-headings usedherein are intended only for general organization of topics within thepresent disclosure, and are not intended to limit the disclosure of thetechnology or any aspect thereof. The recitation of multiple embodimentshaving stated features is not intended to exclude other embodimentshaving additional features, or other embodiments incorporating differentcombinations of the stated features.

As used herein, the terms “comprise” and “include” and their variantsare intended to be non-limiting, such that recitation of items insuccession or a list is not to the exclusion of other like items thatmay also be useful in the devices and methods of this technology.Similarly, the terms “can” and “may” and their variants are intended tobe non-limiting, such that recitation that an embodiment can or maycomprise certain elements or features does not exclude other embodimentsof the present technology that do not contain those elements orfeatures.

As used herein, the term “vehicle” should be construed having a broadmeaning, and should include all types of vehicles, with non-limitingexamples including a passenger car, truck, motorcycle, off-road vehicle,bus, boat, airplane, helicopter, lawn mower, recreational vehicle,amusement park vehicle, farm vehicle, construction vehicle, tram, golfcart, train, or trolley, etc.

For purposes of this disclosure, the term “coupled” (and its variants)generally means the joining of two components directly or indirectly toone another. For example, the joining can be stationary in nature ormovable in nature. The joining may be achieved with the two components,and any additional intermediate members or components being integrallyformed as a single unitary body with one another or with the twocomponents. Such joining may be permanent in nature or may be movable orreleasable in nature, unless otherwise stated.

The broad teachings of the present disclosure can be implemented in avariety of forms. Therefore, while this disclosure includes particularexamples, the true scope of the disclosure should not be so limitedsince other modifications will become apparent to the skilledpractitioner upon a study of the specification and the following claims.Reference herein to one aspect, or various aspects means that aparticular feature, structure, or characteristic described in connectionwith an embodiment or particular system is included in at least oneembodiment or aspect. The appearances of the phrase “in one aspect” (orvariations thereof) are not necessarily referring to the same aspect orembodiment. It should be also understood that the various method stepsdiscussed herein do not have to be carried out in the same order asdepicted, and not each method step is required in each aspect orembodiment.

What is claimed is:
 1. A cooling system for simultaneously cooling both a power module and a vehicle motor, the cooling system comprising: a vehicle motor housing; a plurality of manifolds in thermal communication with the vehicle motor housing, each manifold defining: a cooling fluid inlet; a cooling fluid outlet; and a distribution recess providing fluid communication between the cooling fluid inlet and the cooling fluid outlet, the distribution recess defining a receiving portion and at least partially defined by a wall having an exterior major surface in thermal communication with the vehicle motor; a manifold fluid insert disposed within each distribution recess, each manifold fluid insert defining a plurality of inlet branch channels and a plurality of outlet branch channels; and a power module positioned within and coupled to each receiving portion, each power module including a first heat sink feature directly integrated with the power module and comprising a plurality of fins or pins thermally coupled to the respective manifold; wherein for each respective manifold, manifold fluid insert, and power module, a flow of coolant fluid is provided from the cooling fluid inlet, through the inlet branch channels of the manifold fluid insert for impingement with the first heat sink feature, wherein the coolant fluid is then returned through the outlet branch channels of the manifold fluid insert and to the cooling fluid outlet of the manifold.
 2. The cooling system according to claim 1, further comprising, for each manifold, a second heat sink feature disposed in the distribution recess and in thermal communication with the vehicle motor.
 3. The cooling system according to claim 2, wherein the second heat sink feature comprises a heat sink plate with a plurality of fins or pins.
 4. The cooling system according to claim 2, wherein the wall defining the distribution recess has an interior major surface, opposite the exterior major surface, and the interior major surface of the wall serves as the second heat sink feature.
 5. The cooling system according to claim 1, wherein the plurality of manifolds are integrally formed as part of the vehicle motor housing.
 6. The cooling system according to claim 1, wherein the plurality of manifolds are modular units coupled to the vehicle motor housing. 